EP3508358B1 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
EP3508358B1
EP3508358B1 EP17846581.1A EP17846581A EP3508358B1 EP 3508358 B1 EP3508358 B1 EP 3508358B1 EP 17846581 A EP17846581 A EP 17846581A EP 3508358 B1 EP3508358 B1 EP 3508358B1
Authority
EP
European Patent Office
Prior art keywords
tire
groove
shoulder
circumferential main
lateral direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17846581.1A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3508358A4 (en
EP3508358A1 (en
Inventor
Koshi Iga
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yokohama Rubber Co Ltd
Original Assignee
Yokohama Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yokohama Rubber Co Ltd filed Critical Yokohama Rubber Co Ltd
Publication of EP3508358A1 publication Critical patent/EP3508358A1/en
Publication of EP3508358A4 publication Critical patent/EP3508358A4/en
Application granted granted Critical
Publication of EP3508358B1 publication Critical patent/EP3508358B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1353—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1369—Tie bars for linking block elements and bridging the groove
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0346—Circumferential grooves with zigzag shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0353—Circumferential grooves characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0355—Circumferential grooves characterised by depth
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0367—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0367—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth
    • B60C2011/0369—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth with varying depth of the groove
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1227—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe having different shape within the pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1353—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom
    • B60C2011/1361—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove bottom with protrusions extending from the groove bottom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a pneumatic tire.
  • a pneumatic tire in order to discharge water between a tread surface and a road surface during running on wet road surfaces, a plurality of grooves are formed in the tread surface. Further, in a pneumatic tire that is provided with a tread pattern formed in a so-called block pattern and mounted on a drive shaft of a large vehicle such as a truck or a bus, snow traction performance (traction performance on snow) is of utmost importance. Thus, among the pneumatic tires in the related art, there are tires that achieve improved snow traction performance and improved performance on snow as a result of considerations made to the tread pattern.
  • a shoulder land portion defined in a tire circumferential direction by a shoulder lateral groove extending in a tire lateral direction includes a shoulder subsidiary groove that extends in the tire circumferential direction, is connected to shoulder lateral grooves on both ends, and has a groove depth less than those of a shoulder main groove and a shoulder lug groove.
  • a middle subsidiary groove extending in the tire circumferential direction is formed in a middle land portion, and dimples are provided in a first middle land portion and a shoulder land portion positioned outward from the middle subsidiary groove of the middle land portion in the tire lateral direction, thereby making it possible to improve performance on snow while maintaining performance on ice.
  • an object of the present invention is to provide a pneumatic tire capable of reducing rolling resistance and noise while maintaining snow traction performance.
  • a pneumatic tire according to the present invention includes a plurality of circumferential main grooves formed on a tread surface and extending in a tire circumferential direction, a plurality of lug grooves formed on the tread surface and extending in a tire lateral direction, and a plurality of blocks wherein both sides of each of the blocks being defined by the lug grooves in the tire circumferential direction and at least one end portion of each of the blocks being defined by the circumferential main grooves in the tire lateral direction.
  • the shoulder circumferential main grooves and the shoulder lug grooves each includes a raised bottom portion on a groove bottom. The raised bottom portion is formed so as to exclude at least an intersection portion where the shoulder circumferential main groove and the shoulder lug groove intersect.
  • the raised bottom portions are formed so that the raised bottom height of the raised bottom portion formed on the shoulder lug groove is greater than the raised bottom height of the raised bottom portion formed on the shoulder circumferential main groove.
  • the raised bottom portions are configured so that a relationship between a raised bottom height H of the raised bottom portion and a maximum groove depth D of the shoulder circumferential main groove or the shoulder lug groove, where the raised bottom portion is formed, is within a range from 0.1 ⁇ (H/D) ⁇ 0.9.
  • the raised bottom portion formed on the shoulder lug groove is configured so that a relationship between a distance L2 in the tire lateral direction from the end portion of the shoulder lug groove inward in the tire lateral direction to an end portion of the raised bottom portion inward in the tire lateral direction, and a distance L1 in the tire lateral direction from the end portion of the shoulder lug groove inward in the tire lateral direction to the end portion of the shoulder lug groove outward in the tire lateral direction is within a range from 0.1 ⁇ (L2/L1) ⁇ 0.7.
  • the raised bottom portion is configured so that an angle, with respect to the tread surface, of each wall portion of an end portion of the raised bottom portion formed on the shoulder circumferential main groove in a direction of extension of the shoulder circumferential main groove is greater than an angle of, with respect to the tread surface, each wall portion of an end portion of the raised bottom portion formed on the shoulder lug groove in a direction of extension of the shoulder lug groove.
  • the pneumatic tire has a specified rotation direction
  • the raised bottom portion formed on the shoulder circumferential main groove is configured so that an angle, with respect to the tread surface, of the wall portion on the end portion side on a trailing side in the tire rotation direction is greater than that of the wall portion on the end portion side on a leading side in the tire rotation direction.
  • the lug grooves are configured so that a plurality thereof are disposed in different positions in the tire lateral direction, and an inclination angle in the tire lateral direction with respect to the tire circumferential direction increases as the disposed position in the tire lateral direction increases in distance outward in the tire lateral direction from a center in the tire lateral direction.
  • the pneumatic tire has a specified rotation direction
  • the blocks are configured so that a plurality thereof are aligned in the tire circumferential direction, forming block rows
  • the tread surface is provided with a plurality of the block rows aligned in the tire lateral direction
  • the blocks of at least the block row that, among the plurality of block rows, is closest to a tire equator line are each configured so that a groove wall of the lug groove defining the leading side of the block in the tire rotation direction has a greater angle on an inner portion side of the block with respect to the tread surface than a groove wall of the lug groove defining the trailing side of the block in the tire rotation direction.
  • the lug grooves are configured so that a plurality thereof are disposed in different positions in the tire lateral direction, and the shoulder lug grooves, among the plurality of lug grooves disposed in different positions in the tire lateral direction, have the greatest groove width.
  • the plurality of circumferential main grooves are configured so that given, among the plurality of circumferential main grooves, the circumferential main groove positioned on the tire equator line as a center circumferential main groove, the center circumferential main groove has the smallest groove width.
  • the raised bottom portions are formed on at least the center circumferential main groove and the shoulder circumferential main groove.
  • the blocks are configured so that a ratio of a length in the tire circumferential direction to a width in the tire lateral direction of the blocks positioned outward from the shoulder circumferential main grooves in the tire lateral direction is less than that of the blocks positioned inward from the shoulder circumferential main grooves in the tire lateral direction.
  • a pneumatic tire according to the present invention achieves the effect of reducing rolling resistance and noise while maintaining snow traction performance.
  • tire lateral direction refers to the direction that is parallel with a rotation axis of a pneumatic tire.
  • Inward in the tire lateral direction refers to the direction toward the tire equatorial plane in the tire lateral direction.
  • Outward in the tire lateral direction refers to the direction opposite the direction toward the tire equatorial plane in the tire lateral direction.
  • Tire radial direction refers to the direction orthogonal to the tire rotation axis.
  • ire circumferential direction refers to the direction of rotation with the tire rotation axis as the center of rotation.
  • FIG. 1 is a plan view of a tread surface of a pneumatic tire according to an embodiment.
  • a pneumatic tire 1 illustrated in FIG. 1 is provided with a tread portion 2 in an outermost portion in the tire radial direction.
  • the surface of the tread portion 2, i.e., the portion that contacts the road surface when a vehicle (not illustrated) mounted with the pneumatic tire 1 runs, is formed as a tread surface 3.
  • a plurality of circumferential main grooves 10 extending in the tire circumferential direction and a plurality of lug grooves 20 extending in the tire lateral direction are each formed in the tread surface 3, and a plurality of blocks 30 serving as land portions are formed by the circumferential main grooves 10 and the lug grooves 20.
  • the blocks 30 are defined by the lug grooves 20 on both sides in the tire circumferential direction, and by the circumferential main grooves 10 on at least one end portion in the tire lateral direction, and thus each of the blocks 30 has a substantially quadrangular shape.
  • each of the five circumferential main grooves 10 are formed with repeated bending in the tire lateral direction while extending in the tire circumferential direction. That is, the circumferential main grooves 10 extending in the tire circumferential direction are formed in a zigzag shape that oscillates in the tire lateral direction while extending in the tire circumferential direction.
  • the circumferential main groove 10 positioned in a center in the tire lateral direction is a center circumferential main groove 11
  • the two circumferential main grooves 10 positioned on both sides of the circumferential main groove 11 in the tire lateral direction adjacent to the center circumferential main groove 11 are middle circumferential main grooves 12
  • the two circumferential main grooves 10 positioned most outward in the tire lateral direction are shoulder circumferential main grooves 13.
  • These circumferential main grooves 10 are configured so that the center circumferential main groove 11 is positioned on a tire equator line CL, and thus one each of the middle circumferential main grooves 12 and the shoulder circumferential main grooves 13 are disposed on each side of the tire equator line CL in the tire lateral direction.
  • the lug grooves 20 are configured so that the lug grooves 20 that do not penetrate the circumferential main groove 10 and are adjacent to each other via the circumferential main groove 10 are formed in positions that differ in the tire circumferential direction. That is, the plurality of lug grooves 20 are configured so that the lug grooves 20 connected from both sides in the tire lateral direction to the circumferential main grooves 10 differ in position in the tire circumferential direction.
  • the lug grooves 20 positioned between the circumferential main grooves 10 are center lug grooves 21, the lug grooves 20 positioned between the middle circumferential main grooves 12 and the shoulder circumferential main grooves 13 adjacent to each other are middle lug grooves 22, and the lug grooves 20 positioned on outer sides of each of the shoulder circumferential main grooves 13 in the tire lateral direction are shoulder lug grooves 23. That is, a plurality of the lug grooves 20 are disposed in different positions in the tire lateral direction.
  • the circumferential main grooves 10 here have a groove width within a range from 3 to 10 mm, both inclusive, and a groove depth within a range from 7 to 25 mm, both inclusive.
  • the lug grooves 20 have a groove width within a range from 4 to 12 mm, both inclusive, and a groove depth within a range from 5 to 25 mm, both inclusive.
  • the blocks 30 defined by the circumferential main grooves 10 and the lug grooves 20 are disposed between the circumferential main grooves 10 adjacent to each other as well as on the outer side in the tire lateral direction of each of the two circumferential main grooves 10 positioned most outward in the tire lateral direction. Further, a plurality of the blocks 30 positioned in substantially the same position in the tire lateral direction are aligned in series in the tire circumferential direction via the lug grooves 20, forming block rows 35 each in a row shape. Such a block row 35 is formed in four locations between five circumferential main grooves 10, and in two locations outward in the tire lateral direction of the two circumferential main grooves 10 positioned most outward in the tire lateral direction, forming six rows in total.
  • the block rows 35 positioned between the center circumferential main groove 11 and the middle circumferential main grooves 12 are center block rows 36
  • the block rows 35 positioned between the middle circumferential main grooves 12 and the shoulder circumferential main grooves 13 adjacent to each other are middle block rows 37
  • the block rows 35 positioned outward from each of the shoulder circumferential main grooves 13 in the tire lateral direction are shoulder block rows 38. That is, the center block rows 36 are the block rows 35 closest to the tire equator line CL
  • the shoulder block rows 38 are the block rows 35 positioned most outward in the tire lateral direction.
  • These six block rows 35 are aligned in the tire lateral direction on the tread surface 3.
  • the tread pattern on the tread surface 3 of the pneumatic tire 1 according to the present embodiment is thus a so-called block pattern provided with land portions formed by the plurality of blocks 30.
  • the pneumatic tire 1 has a specified rotation direction when mounted on a vehicle.
  • a leading side in the tire rotation direction is the rotation direction side when the pneumatic tire 1 rotates in the specified direction and, is the side that first contacts and first separates from the road surface when the pneumatic tire 1 is mounted on a vehicle, rotates in the specified direction, and runs.
  • a trailing side in the tire rotation direction is a side opposite to the rotation direction side when the pneumatic tire 1 rotates in the specified direction and, is the side that later contacts and separates from the road surface when the pneumatic tire 1 is mounted on a vehicle, rotates in the specified direction, and runs.
  • Each of the lug grooves 20 is inclined in a direction toward the trailing side in the tire rotation direction, as it goes from the tire equator line CL side to an outer side in the tire lateral direction. That is, the lug grooves 20 are each inclined in a direction toward the trailing side in the tire rotation direction, as it goes from an inner side toward the outer side in the tire lateral direction while extending in the tire circumferential direction. Further, the lug grooves 20 have inclination angles in the tire lateral direction with respect to the tire circumferential direction that increase as the disposed position in the tire lateral direction increases outward in distance in the tire lateral direction from a center in the tire lateral direction.
  • the middle lug groove 22 has an inclination angle in the tire lateral direction with respect to the tire circumferential direction that is greater than that of the center lug groove 21
  • the shoulder lug groove 23 has an inclination angle in the tire lateral direction with respect to the tire circumferential direction that is greater than that of the middle lug groove 22.
  • the lug grooves 20 have inclination angles in the tire circumferential direction with respect to the tire lateral direction that decrease as the disposed position in the tire lateral direction increases in distance outward in the tire lateral direction from the center in the tire lateral direction, the angle being close to the tire lateral direction.
  • the lug grooves 20 are configured so that the center lug grooves 21, the middle lug grooves 22, and the shoulder lug grooves 23 each differ in groove width and, among the plurality of lug grooves 20 differing in position in the tire lateral direction, the shoulder lug grooves 23 have the greatest groove width. That is, the lug grooves 20 are configured so that the groove width of the shoulder lug grooves 23 is greater than the groove width of the center lug grooves 21.
  • the circumferential main grooves 10 are also configured so that the center circumferential main groove 11, the middle circumferential main grooves 12, and the shoulder circumferential main grooves 13 each differ in groove width and, among the plurality of circumferential main grooves 10, the center circumferential main groove 11 positioned on the tire equator line CL has the smallest groove width.
  • the circumferential main grooves 10 are configured so that the groove width of the shoulder circumferential main grooves 13 is less than that of the middle circumferential main groove 12, and the groove width of the center circumferential main groove 11 is less than that of the shoulder circumferential main grooves 13.
  • FIG. 2 is a detailed view of part A of FIG. 1 .
  • intersection portions 50 in this case are portions where the shoulder circumferential main grooves 13 and the shoulder lug grooves 23 overlap when the shoulder lug grooves 23 connected to the shoulder circumferential main grooves 13 from the outer side in the tire lateral direction extend to a groove wall 15 inward of the shoulder circumferential main groove 13 in the tire lateral direction.
  • the raised bottom portion 40 formed on the shoulder lug groove 23 is defined as a shoulder lug groove raised bottom portion 41
  • the raised bottom portion 40 formed on the shoulder circumferential main groove 13 is defined as a shoulder circumferential main groove raised bottom portion 42. Both of them are not formed in the intersection portions 50, and the portions where the raised bottom portions 40 are not formed around a periphery of the intersection portions 50 are recessed portions 55.
  • the raised bottom portions 40 are formed on both the shoulder circumferential main grooves 13 extending from the intersection portions 50 in the tire circumferential direction, and the shoulder lug grooves 23 extending outward from the intersection portions 50 in the tire lateral direction, and thus the portions where the raised bottom portions 40 are not formed in the regions of the intersection portions 50 are more recessed than the portions where the raised bottom portions 40 are formed.
  • each portion where the raised bottom portion 40 is not formed is formed as the recessed portion 55 recessed in a greater degree than the portions where the raised bottom portions 40 are formed.
  • the shoulder lug groove raised bottom portion 41 is formed across a range from a position separated from the intersection portion 50 at a predetermined interval outward in the tire lateral direction, to a position separated from an outer end portion 26 of the shoulder lug groove 23 in the tire lateral direction at a predetermined interval inward in the tire lateral direction.
  • the shoulder circumferential main groove raised bottom portions 42 are separated from one another by substantially the groove width of the shoulder lug groove 23 at a portion where the shoulder lug groove 23 is connected. In other words, in the portion of the shoulder circumferential main groove 13 where the shoulder lug groove 23 is connected, the shoulder circumferential main groove raised bottom portion 42 is not provided only at the position of the intersection portion 50 between the shoulder circumferential main groove 13 and the shoulder lug groove 23.
  • the shoulder circumferential main groove raised bottom portions 42 are similarly not provided only at the positions of the intersection portions 50, and are separated from one another by substantially the groove width of the middle lug groove 22 at a portion where the middle lug groove 22 is connected. That is, the intersection portions 50 between the shoulder circumferential main grooves 13 and the middle lug grooves 22 are also formed as the recessed portion 55 where the raised bottom portion 40 is not provided.
  • the shoulder lug groove raised bottom portions 41 are each configured so that the relationship between a distance L2 in the tire lateral direction from an inner end portion 25 of the shoulder lug groove 23 in the tire lateral direction to an inner end portion 46 of the shoulder lug groove raised bottom portion 41 in the tire lateral direction, and a distance L1 in the tire lateral direction from the inner end portion 25 of the shoulder lug groove 23 to the outer end portion 26 of the shoulder lug groove 23 in the tire lateral direction is within a range from 0.1 ⁇ (L2/L1) ⁇ 0.7.
  • the inner end portion 25 of the shoulder lug groove 23 in this case is in a position on the groove wall 15 of the shoulder circumferential main groove 13 facing an opening portion 24 of the shoulder lug groove 23 with respect to the shoulder circumferential main groove 13.
  • the distances L1, L2 include the width of the intersection portion 50 in the tire lateral direction.
  • the distance L2 in the tire lateral direction from the inner end portion 25 of the shoulder lug groove 23 to the inner end portion 46 of the shoulder lug groove raised bottom portion 41 with respect to the distance L1 in the tire lateral direction from the inner end portion 25 to the outer end portion 26 of the shoulder lug groove 23 is preferably within a range from 0.2 ⁇ (L2/L1) ⁇ 0.5.
  • FIG. 3 is a cross-sectional view taken along B-B of FIG. 2 .
  • FIG. 4 is a cross-sectional view taken along C-C of FIG. 2 .
  • the raised bottom portions 40 are configured so that the relationship between a raised bottom height H from the groove bottom 44 of the shoulder circumferential main groove 13 and the shoulder lug groove 23 and a maximum groove depth D of the shoulder circumferential main groove 13 or the shoulder lug groove 23 where the raised bottom portion 40 is formed is within a range from 0.1 ⁇ (H/D) ⁇ 0.9.
  • the maximum groove depth D in this case is the groove depth that, among the groove depths corresponding to a distance in the tire radial direction from the tread surface 3 to the respective groove bottoms 44 of the shoulder circumferential main groove 13 and the shoulder lug groove 23, is the groove depth of each portion having the greatest distance in the tire radial direction of the shoulder circumferential main groove 13 and the shoulder lug groove 23 respectively. That is, the shoulder lug groove raised bottom portion 41 is configured so that the raised bottom height H with respect to the maximum groove depth D of the shoulder lug groove 23 is within a range from 0.1 ⁇ (H/D) ⁇ 0.9. Similarly, the shoulder circumferential main groove raised bottom portion 42 is configured so that the raised bottom height H with respect to the maximum groove depth D of the shoulder circumferential main groove raised 13 is within the range from 0.1 ⁇ (H/D) ⁇ 0.9.
  • the raised bottom portions 40 are formed so that a raised bottom height H2 of the shoulder lug groove raised bottom portion 41 is greater than a raised bottom height H1 of the shoulder circumferential main groove raised bottom portion 42.
  • the raised bottom portions 40 are configured so that both the shoulder lug groove raised bottom portion 41 and the shoulder circumferential main groove raised bottom portion 42 have a raised bottom height H with respect to the maximum groove depth D of the shoulder circumferential main groove 13 or the shoulder lug groove 23 that is within the range from 0.1 ⁇ (H/D) ⁇ 0.9, and the raised bottom height H2 of the shoulder lug groove raised bottom portion 41 is greater than the raised bottom height H1 of the shoulder circumferential main groove raised bottom portion 42.
  • the raised bottom height H of raised bottom portion 40 with respect to the maximum groove depth D of the shoulder circumferential main groove 13 and the shoulder lug groove 23 is preferably within a range from 0.3 ⁇ (H/D) ⁇ 0.5.
  • FIG. 5 is an explanatory diagram of angles of a wall portion of the shoulder lug groove raised bottom portion 41.
  • FIG. 6 is an explanatory diagram of angles of a wall portion of the shoulder circumferential main groove raised bottom portion 42.
  • the raised bottom portion 40 is configured so that angles ⁇ , with respect to the tread surface 3, of a wall portion 49 of shoulder circumferential main groove raised bottom end portions 48, which are end portions of the shoulder circumferential main groove raised bottom portion 42 is greater than angles ⁇ , with respect to the tread surface 3, of the wall portion 49 of shoulder lug groove raised bottom end portions 45, which are end portions of the shoulder lug groove raised bottom portion 41.
  • the shoulder lug groove raised bottom end portions 45 in this case are both end portions of the shoulder lug groove raised bottom portion 41 in a direction of extension of the shoulder lug groove 23, and the shoulder circumferential main groove raised bottom end portions 48 are both end portions of the shoulder circumferential main groove raised bottom portion 42 in a direction of extension of the shoulder circumferential main groove 13.
  • a top face of the raised bottom portion 40 is illustrated as being parallel with the tread surface 3, and the angles ⁇ and ⁇ are illustrated as the angles of the wall portion 49 of the raised bottom portion 40 with respect to the top surface of the raised bottom portion 40.
  • the shoulder lug groove raised bottom portions 41 are configured so that an angle a2, with respect to the tread surface 3, of the wall portion 49 of, among the shoulder lug groove raised bottom end portions 45 on both sides in the tire lateral direction, the outer end portion 47 in the tire lateral direction is greater than an angle ⁇ 1, with respect to the tread surface 3 of the wall portion 49 of the inner end portion 46 in the tire lateral direction. That is, the shoulder lug groove raised bottom portion 41 is configured so that the wall portion 49 of the inner end portion 46 has a gentler incline than the wall portion 49 of the outer end portion 47.
  • the shoulder circumferential main groove raised bottom portions 42 are configured so that the wall portion 49 on the side of a trailing end portion 48r, which is, among the shoulder circumferential main groove raised bottom end portions 48 on both sides in the tire circumferential direction, an end portion on the trailing side in the tire rotation direction, has a greater angle ⁇ with respect to the tread surface 3 than the wall portion 49 of the side of a leading end portion 48f, which is an end portion on the leading side in the tire rotation direction.
  • the shoulder circumferential main groove raised bottom portions 42 are configured so that an angle ⁇ 2 of the wall portion 49 on the trailing end portion 48r side with respect to the tread surface 3 is greater than an angle ⁇ 1 of the wall portion 49 on the leading side portion 48f side with respect to the tread surface 3, and the wall portion 49 on the trailing end portion 48r side is sheerer than the wall portion 49 on the leading end portion 48f side.
  • the relationship of the ratios of the length LB in the tire circumferential direction to the width WB in the tire lateral direction of the blocks 30 is such that the ratio of the blocks 30 of the middle block rows 37 > the ratio of the blocks 30 of the center block rows 36 > the ratio of the blocks 30 of the shoulder block rows 38.
  • the raised bottom portions 40 formed in the circumferential main grooves 10 are formed in the shoulder circumferential main grooves 13 as well as the center circumferential main groove 11.
  • center circumferential main groove raised bottom portions 42 center circumferential main groove raised bottom portions 43, which are the raised bottom portions 40 formed in the center circumferential main groove 11, are formed excluding the intersection portions 50 between the center lug grooves 21 and the center circumferential main groove 11. That is, the intersection portions 50 between the center circumferential main groove 11 and the center lug grooves 21 include the recessed portions 55 where the center circumferential main groove raised bottom portion 43 is not formed.
  • the narrow grooves 60 each have a groove width within a range from 1 to 2 mm, both inclusive, and a groove depth within a range from 1 to 15 mm, both inclusive, and include a sipe.
  • sipe refers to a groove formed into a narrow shape in the tread surface 3.
  • the lateral narrow groove 61 bends at two locations while extending in the tire lateral direction, and includes two bent portions 65.
  • the two bent portions 65 bend in directions such that the portion of the lateral narrow groove 61 positioned outward from the bent portion 65 in the tire lateral direction is positioned further on the trailing side in the tire rotation direction than the portion of the lateral narrow groove 61 positioned inward from the bent portion 65 in the tire lateral direction.
  • These two bent portions 65 are positioned in a central region of the block 30 in the tire lateral direction and at different positions in the tire circumferential direction, and the portion of the lateral narrow groove 61 between the bent portions 65 extends in the tire circumferential direction at a short length.
  • the lateral narrow groove 61 bends at the two bent portions 65, forming a so-called crank-like shape.
  • the circumferential narrow groove 62 is provided in two numbers, and these two circumferential narrow grooves 62 are positioned further outward in the tire lateral direction than the bent portions 65 of the lateral narrow groove 61 in the block 30. That is, among the two circumferential narrow grooves 62, one circumferential narrow groove 62 is positioned inward from the bent portions 65 in the tire lateral direction, and the other circumferential narrow groove 62 is positioned outward from the bent portions 65 in the tire lateral direction.
  • the circumferential narrow groove 62 positioned inward from the bent portions 65 in the tire lateral direction is positioned on the leading side from the lateral narrow groove 61 in the tire rotation direction
  • the circumferential narrow groove 62 positioned outward from the bent portions 65 in the tire lateral direction is positioned on the trailing side from the lateral narrow groove 61 in the tire rotation direction.
  • the circumferential narrow grooves 62 are each configured so that one end opens to the lug groove 20, and the other end intersects the lateral narrow groove 61, connecting and opening to the lateral narrow groove 61.
  • the circumferential narrow groove 62 positioned inward from the bent portions 65 in the tire lateral direction is configured so that an end portion on the leading side in the tire rotation direction opens to the lug groove 20, and an end portion on the trailing side in the tire rotation direction is connected to the lateral narrow groove 61.
  • circumferential narrow groove 62 positioned outward from the bent portions 65 in the tire lateral direction is configured so that an end portion on the trailing side in the tire rotation direction opens to the lug groove 20, and an end portion on the leading side in the tire rotation direction is connected to the lateral narrow groove 61.
  • the bent portions 65 of the lateral narrow groove 61 are positioned between the two intersection points 67 in the tire lateral direction.
  • Each of the blocks 30 constituting the center block rows 36 and the middle block rows 37 is partitioned into four small blocks 70 by the narrow grooves 60 thus formed. That is, the lateral narrow groove 61 and the circumferential narrow grooves 62 of the narrow grooves 60 are connected to the circumferential main grooves 10 and the lug grooves 20, and the lateral narrow groove 61 and the circumferential narrow grooves 62 are connected to each other. Thus, the blocks 30 are divided into a plurality of regions in a plan view by the narrow grooves 60, each region being a small block 70.
  • the circumferential narrow groove 62 is not formed, and only the lateral narrow groove 61 including the two bent portions 65 and extending in the tire lateral direction are formed as the narrow groove 60. In this way, the blocks 30 constituting the shoulder block rows 38 are partitioned into two small blocks 70.
  • FIG. 8 is a cross-sectional view taken along E-E of FIG. 7 .
  • the blocks 30 of, among the plurality of the block rows 35, at least the center block rows 36 are each configured so that a groove wall 27 of the lug groove 20 defining the leading side of the block 30 in the tire rotation direction has a greater angle on an inner portion side of the block 30 with respect to the tread surface 3 than the groove wall 27 of the lug groove 20 defining the trailing side of the block 30 in the tire rotation direction.
  • the blocks 30 of the center block rows 36 are each configured so that an angle ⁇ 1 on the inner portion side of the block 30 formed by the tread surface 3 and the groove wall 27 of the center lug groove 21 defining the leading side of the block 30 in the tire rotation direction is greater than an angle ⁇ 2 on the inner portion side of the block 30 formed by the tread surface 3 and the groove wall 27 of the center lug groove 21 defining the trailing side of the block 30 in the tire rotation direction.
  • the pneumatic tire 1 according to the present embodiment is applied to a heavy duty pneumatic tire.
  • the pneumatic tire 1 When mounted on a vehicle, the pneumatic tire 1 is mounted on a rim wheel and then mounted with the rim on the vehicle in an inflated state.
  • the pneumatic tire 1 mounted on the rim wheel is mounted on a large vehicle such as a truck or a bus, for example.
  • the pneumatic tire 1 When a vehicle with the pneumatic tire 1 mounted thereon runs, the pneumatic tire 1 rotates while the tread surface 3 of the tread surface 3 located at the bottom contacts the road surface.
  • the vehicle runs mainly by a friction force between the tread surface 3 and the road surface. This friction force transmits a driving force and a braking force to the road surface and generates a swivel force.
  • the vehicle runs while water between the tread surface 3 and the road surface enters the circumferential main grooves 10, the lug grooves 20, and the like, and is discharged by these grooves. In this way, the tread surface 3 readily contacts the road surface, allowing the vehicle to run by the friction force between the tread surface 3 and the road surface.
  • this kind of grooves tend to decrease the rigidity of the block 30 defined by the grooves.
  • a block rigidity decreases, energy is consumed by deformation of the block 30 as the pneumatic tire 1 rolls, resulting in an increase in rolling resistance.
  • the raised bottom portions 40 are formed on the groove bottoms 44 of the shoulder circumferential main grooves 13 and the shoulder lug grooves 23. Accordingly, the block rigidity of the blocks 30 adjacent to the shoulder circumferential main grooves 13 and the shoulder lug grooves 23 can be improved, and the energy loss caused by deformation of the blocks 30 during vehicle running can be reduced. Thus, rolling resistance during the rolling of the pneumatic tire 1 can be reduced.
  • the edges serving as boundary portions between the tread surface 3 and the grooves get caught on the icy and snowy road surfaces, making it possible to generate resistance between the tread surface 3 and the icy and snowy road surfaces and generate traction.
  • the narrow grooves 60 are formed in the blocks 30, dividing the blocks 30 into a plurality of the small blocks 70. Accordingly, the number of edge components of each of the blocks 30 increases and the number of edge components of the tread surface 3 in its entirety increases, making it possible to ensure traction performance as well as performance on snow and ice during running on icy and snowy road surfaces.
  • the pneumatic tire 1 presses together the snow on the road surface using the tread surface 3. Further, the snow on the road surface enters the circumferential main grooves 10 and the lug grooves 20, and thus this snow is pressed together in the grooves as well.
  • a driving force or a braking force as well as a force in the tire lateral direction by the turning of the vehicle act on the pneumatic tire 1, generating a so-called snow column shear force, which is a shear force that acts on the snow in the grooves.
  • This snow column shear force then generates resistance between the pneumatic tire 1 and the road surface, making it possible to transfer the driving force or braking force to the snow-covered road surfaces and thus allow the vehicle to run on snow-covered road surfaces.
  • the pneumatic tire 1 in response to sound that passes through the circumferential main grooves 10 and the lug grooves 20, the pneumatic tire 1 according to the present embodiment is provided with the recessed portions 55 at the intersection portions 50 between the shoulder circumferential main grooves 13 and the shoulder lug grooves 23, making it possible to confine the sound to the recessed portions 55.
  • the raised bottom portions 40 are each configured so that the relationship between the raised bottom height H of the raised bottom portion 40 and the maximum groove depth D of the shoulder circumferential main groove 13 or the shoulder lug groove 23 where the raised bottom portion 40 is formed is within the range from 0.1 ⁇ (H/D) ⁇ 0.9, making it possible to more reliably ensure snow column shear force while maintaining block rigidity. That is, when the relationship between the raised bottom height H of the raised bottom portion 40 and the maximum groove depth D is H ⁇ 0.1, the raised bottom height H of the raised bottom portion 40 is too low with respect to the maximum groove depth D, possibly causing difficulties in ensuring block rigidity even when the raised bottom portion 40 is provided. In this case, it may be difficult to effectively reduce rolling resistance.
  • the raised bottom height H of the raised bottom portion 40 is H > 0.9
  • the raised bottom height H of the raised bottom portion 40 is too high with respect to the maximum groove depth D, resulting in a reduction in groove volume, and thus possibly causing a reduction in the amount of snow that enters the shoulder circumferential main groove 13 and the shoulder lug groove 23.
  • snow column shear force becomes more difficult to ensure by the shoulder circumferential main grooves 13 and the shoulder lug grooves 23, possibly causing difficulties in ensuring snow traction performance.
  • the raised bottom portions 40 are formed so that the raised bottom height H2 of the shoulder lug groove raised bottom portion 41 is greater than the raised bottom height H1 of the shoulder circumferential main groove raised bottom portion 42, making it more reliably possible to suppress the sound generated when the tread surface 3 contacts the ground from traveling through the shoulder lug groove 23 and escaping outward in the tire lateral direction by the shoulder lug groove raised bottom portion 41. As a result, noise reduction can be more reliably reduced.
  • the relationship between the distance L2 in the tire lateral direction from the inner end portion 25 of the shoulder lug groove 23 to the inner end portion 46 of the shoulder lug groove raised bottom portion 41, and a distance L1 in the tire lateral direction from the inner end portion 25 of the shoulder lug groove 23 to the outer end portion 26 of the shoulder lug groove 23 is within the range from 0.1 ⁇ (L2/L1) ⁇ 0.7, making it possible to more reliably ensure block rigidity while maintaining snow traction performance.
  • the width of the recessed portion 55 in the tire lateral direction is too small, decreasing the amount of snow that enters the recessed portion 55 and possibly causing difficulties in maintaining snow traction performance.
  • the angle ⁇ , with respect to the tread surface 3, of the wall portion 49 of the shoulder circumferential main groove raised bottom portion 48 is greater than the angle ⁇ , with respect to the tread surface 3, of the wall portion 49 of the shoulder lug groove raised bottom end portion 45, making it possible to more reliably exhibit a large snow column shear force by the shoulder circumferential main groove raised bottom portion 42 with respect to the snow that enters the shoulder circumferential main grooves 13.
  • a greater resistance to the snow on the road surface in the tire circumferential direction can be generated during running on snow-covered road surfaces, making it possible to more readily transfer driving force and braking force to snow-covered road surfaces.
  • snow traction performance can be more reliably improved.
  • the ground contact pressure in the central region in the tire lateral direction increases, increasing the likelihood that the hitting sound generated during ground contact by the blocks 30 will increase in volume in the central region in the tire lateral direction.
  • the blocks 30 can gradually contact the ground when the tread surface 3 contacts the ground in this region, making it possible to reduce the volume of the hitting sound generated when the blocks 30 contact the ground. In this way, the noise generated during the rolling of the pneumatic tire 1 can be reduced.
  • the blocks 30 are configured so that the ratio of the length LB in the tire circumferential direction to the width WB in the tire lateral direction of the blocks 30 positioned outward from the shoulder circumferential main grooves 13 in the tire lateral direction is less than that of the blocks 30 positioned inward from the shoulder circumferential main grooves 13 in the tire lateral direction, making it possible to improve uneven wear resistance.
  • the circumferential length of each of the regions outward from the shoulder circumferential main grooves 13 in the tire lateral direction is less than the circumferential length of the region inward from the shoulder circumferential main grooves 13 in the tire lateral direction and thus, under normal running conditions, the tread surface 3 readily slips on the road surface in the shoulder block rows 38 positioned outward from the shoulder circumferential main grooves 13 in the tire lateral direction.
  • uneven wear such as heal and toe wear is readily generated in the shoulder block rows 38. Therefore, the ratio of the length LB to the width WB of the blocks 30 of the shoulder block rows 38 is configured to be small, making it possible to suppress heal and toe wear.
  • the number of circumferential main grooves 10 may be other than five. Regardless of the number of circumferential main grooves 10, the raised bottom portions 40 are formed on the shoulder circumferential main grooves 13 and the shoulder lug grooves 23 excluding the intersection portions 50 between the shoulder circumferential main grooves 13 and the shoulder lug grooves 23, thereby making it possible to reduce rolling resistance and noise while maintaining snow traction performance.
  • FIGS. 9A to 9C are tables showing the results of performance tests of pneumatic tires.
  • performance evaluation tests conducted on a pneumatic tire of a conventional example, the pneumatic tire 1 according to the present invention, and pneumatic tire of a comparative example that are to be compared to the pneumatic tire 1 according to the present invention are described below.
  • the performance evaluation tests were conducted on performance on snow and ice, which refers to traction performance during running on icy and snow-covered road surfaces, rolling resistance reduction performance, which refers to the ability to reduce rolling resistance during the rolling of the pneumatic tire 1, and noise performance, which refers to the performance of noise generated in association with the rolling of the pneumatic tire 1.
  • the performance evaluation tests were conducted by mounting the pneumatic tire 1 having a size of 315/80R22.5 defined by JATMA on a regular rim, adjusting the air pressure to 825 kPa, mounting the tire onto a 4 x 2 test vehicle with three axis trailer, and then conducting test runs.
  • Each test item for performance on snow and ice was evaluated by having panelists drive the test vehicle with the pneumatic tire 1 to be evaluated mounted thereon, and conducting a feeling evaluation when running the test vehicle on a test course that included snow-covered and icy road surfaces.
  • Performance on snow and ice is expressed by using the evaluation result of Conventional Example described later as an index value of 100. A larger index value indicates a greater degree of excellence in performance on snow and ice.
  • Regular load refers to "maximum load capacity” defined by JATMA, a maximum value given in "Tire Load Limits at Various Cold Inflation Pressures” defined by TRA, or "Load Capacity” defined by ETRTO.
  • noise performance was evaluated on the basis of the measured volume of exterior pass-by noise in accordance with a tire noise test method defined in ISO 10844:1994.
  • the test vehicle with the pneumatic tire 1 to be tested mounted thereon run on a test course at a speed of 60 to 80 km/h, and the tire noise was measured eight times from both sides of the vehicle in the lateral direction, and calculate the average value thereof.
  • Noise performance is expressed based on the measurement result by using Conventional Example described later as an index value of 100. A larger index value indicates a smaller sound pressure dB, and thus a greater degree of excellence in noise performance.
  • Performance evaluation tests were conducted on 12 pneumatic tires, namely a pneumatic tire of Conventional Example, which is one example of the pneumatic tire 1 in the related art, Examples 1 to 10 which are the pneumatic tires 1 according to the present invention, and Comparison Example, which is a pneumatic tire to be compared to the pneumatic tire 1 according to the present invention.
  • the pneumatic tire of Conventional Example is not provided with the raised bottom portion 40 on either of the shoulder circumferential main grooves 13 and the shoulder lug grooves 23.
  • Examples 1 to 10 which are examples of the pneumatic tire 1 according to the present invention, are provided with the raised bottom portions 40 on all of the shoulder circumferential main grooves 13 and shoulder lug grooves 23 as well as with the recessed portions 55 in the intersection portions 50 between the shoulder circumferential main grooves 13 and the shoulder lug grooves 23.
  • the results of the evaluation tests conducted using these pneumatic tires 1 indicate that the pneumatic tires 1 of Examples 1 to 10 can improve rolling resistance reduction performance and noise performance while maintaining performance on snow and ice in contrast to Conventional Example and Comparative Example. That is, the pneumatic tires 1 according to Examples 1 to 10 can reduce rolling resistance and noise while maintaining snow traction performance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
EP17846581.1A 2016-08-31 2017-08-30 Pneumatic tire Active EP3508358B1 (en)

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JP2016170294A JP6319385B2 (ja) 2016-08-31 2016-08-31 空気入りタイヤ
PCT/JP2017/031201 WO2018043577A1 (ja) 2016-08-31 2017-08-30 空気入りタイヤ

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JP (1) JP6319385B2 (ja)
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JP6299823B2 (ja) * 2016-08-31 2018-03-28 横浜ゴム株式会社 空気入りタイヤ
JP6304329B2 (ja) * 2016-08-31 2018-04-04 横浜ゴム株式会社 空気入りタイヤ
JP6766561B2 (ja) * 2016-09-29 2020-10-14 住友ゴム工業株式会社 タイヤ
JP7125333B2 (ja) * 2018-11-16 2022-08-24 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP7159827B2 (ja) * 2018-12-04 2022-10-25 住友ゴム工業株式会社 タイヤ
JP7412172B2 (ja) 2018-12-27 2024-01-12 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP7312643B2 (ja) * 2019-08-07 2023-07-21 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
USD932421S1 (en) 2019-11-01 2021-10-05 Cooper Tire & Rubber Company Tire
JP7215400B2 (ja) * 2019-11-18 2023-01-31 横浜ゴム株式会社 空気入りタイヤ
CN113799544A (zh) * 2020-06-16 2021-12-17 住友橡胶工业株式会社 轮胎
USD989697S1 (en) * 2021-09-17 2023-06-20 Bridgestone Americas Tire Operations, Llc Tire
JP2023066472A (ja) 2021-10-29 2023-05-16 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ

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JP6319385B2 (ja) 2018-05-09
CN109070656A (zh) 2018-12-21
JP2018034698A (ja) 2018-03-08
EP3508358A4 (en) 2020-03-18
US20190092102A1 (en) 2019-03-28
US11186125B2 (en) 2021-11-30
CN109070656B (zh) 2020-10-20
WO2018043577A1 (ja) 2018-03-08
RU2714995C1 (ru) 2020-02-21
EP3508358A1 (en) 2019-07-10

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